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Setting for a very popular programme on BBC Tv a rugged coastal location period drama.
The geography of Cornwall describes the extreme southwestern peninsula of England west of the River Tamar. The population of Cornwall is greater in the less extensive west of the county than the east due to Bodmin Moor's location; however the larger part of the population live in rural areas. It is the only county in England bordered by only one other county, Devon, and is the 9th largest county by area, encompassing 3,563 km² (1,376 mi²). The length of the coast is large in proportion to the area of the county. Cornwall is exposed to the full force of the prevailing south-westerly winds that blow in from the Atlantic Ocean. To the north is the Celtic Sea, and to the south the English Channel.
Cornwall is the location of Great Britain's most southerly point, The Lizard, and the southern mainland's most westerly point, Land's End. A few miles further west are the Isles of Scilly.
Information from Wikipedia & BBC Tv.
Texture's & Effect's by William Walton & Topaz.
The lesser white-fronted goose is considered an endangered species, but there are programmes to reintroduce animals into the wild to strengthen the population. Additionally it is one of the species to which the Agreement on the Conservation of African-Eurasian Migratory Waterbirds (AEWA) applies.
This genetically distinct population is now estimated at about 20 breeding pairs or 60–80 total individuals at most. They breed in Northern Norway and overwinter in Greece, Bulgaria and Turkey. There is a major stopover site at Hortobágy National Park, Hungary where the birds spend up to two months during autumn and one month during the spring migration.
This shot taken in Lahti (Finland), near lake Pikkuvesijärvi :-)
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Uhanalaisin arktinen hanhilaji.
1900-luvun alussa Pohjoismaissa pesi tuhansia kiljuhanhipareja, nykyisin pesiviä pareja on jäljellä alle 15. Laji rauhoitettiin Suomessa 1969. WWF:llä on kiljuhanhityöryhmä. 1980-luvulta alkaen kiljuhanhia on kasvatettu tarhoissa ja istutettu luontoon sekä Suomessa että Ruotsissa, jonne on syntynyt pysyvä kanta. Suomessa istutuksia kokeiltiin 2000-luvun alussa, mutta kokeilu epäonnistui. Vuonna 2009 on aloitettu uusi kokeilu, jossa mukana on kiljuhanhen poikasia ja niille emoiksi valkoposkihanhia.
Tämän hanhin kuva otettu Lahdessa Pikkuvesijärven rannalla. :-)
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Thanks to everyone for your visit, kind comments and faves! :-)
Much appreciated.
Have a nice day! :-)
Beaucoup disent que la Suède n’est qu’un petit pays et que ce que nous faisons n’a pas d’importance. Mais j’ai appris qu’on n’est jamais trop petit pour faire une différence. Et si quelques enfants peuvent faire les gros titres partout dans le monde simplement parce qu’ils ne vont pas à l’école, imaginez ce que nous pourrions faire ensemble si nous le voulions. Mais pour ça, nous devons parler clairement, même si ça peut-être inconfortable.
Vous parlez de croissance économique verte et durable, parce que vous avez peur d’être impopulaires. Vous parlez de poursuivre les mêmes mauvaises idées qui nous ont mis dans cette situation, alors que la seule réaction logique est de tirer le frein à main.
Vous n’êtes pas assez matures pour dire les choses comme elles sont. Même ce fardeau vous le laissez à nous, les enfants. Mais je me moque d’être impopulaire. Je tiens à la justice climatique et à une planète vivante. Notre civilisation est sacrifiée pour permettre à une petite poignée de gens de continuer à gagner d’énormes sommes d’argent. Notre biosphère est sacrifiée pour que des personnes riches, dans des pays comme le mien, puissent vivre dans le luxe.
Ce sont les souffrances du plus grand nombre qui paient pour le luxe de quelques-uns.
En 2078 je fêterai mes 75 ans. Si j’ai des enfants, peut-être qu’ils passeront cette journée avec moi. Peut-être qu’ils me demanderont de parler de vous. Peut-être qu’ils me demanderont pourquoi vous n’avez rien fait alors qu’il était encore temps d’agir.
Vous dites que vous aimez vos enfants par dessus tout et pourtant vous volez leur futur devant leurs yeux. Jusqu’à ce que vous vous concentriez sur ce qui doit être fait plutôt que sur ce qui est politiquement possible, il n’y a aucun espoir. Nous ne pouvons pas résoudre une crise sans la traiter comme telle. Nous devons laisser les énergies fossiles dans le sol et nous devons nous concentrer sur l’équité. Et si les solutions sont introuvables à l’intérieur du système, alors peut-être devons nous changer de système. Nous ne sommes pas venus ici pour supplier les dirigeants du monde de s’inquiéter. Vous nous avez ignoré par le passé et vous nous ignorerez encore. Nous sommes à court d’excuses et nous sommes à court de temps. Nous sommes venus ici pour vous dire que c’est l’heure du changement, que ça vous plaise ou non. Le vrai pouvoir appartient au peuple.
Discours de Greta Thunberg à la COP24 .
www.preservonslaplanete.com/…/associations_environne…
Lieu photo : Montreux, Suisse.
#sauvonslaplanete #ecologie #wwf #greenpeace #montreux #suisse #CransMontana #cransmontana #fabricelecoqfoto
Another participant in the D Day revival weekend in the village of Southwick, Hampshire. This young lady was dressed in clothes from the period and selling event programmes. Nice smile!
The road network of Madagascar, comprising about 4,500 unique roads spanning 31,640 kilometers (19,660 mi), is designed primarily to facilitate transportation to and from Antananarivo, the Malagasy capital. Transportation on these roads, most of which are unpaved and two lanes wide, is often dangerous. Few Malagasy own private vehicles; long-distance travel is often accomplished in taxi brousses ('bush taxis') which may be shared by 20 or more people.
While most primary roads are in good condition, the World Food Programme has classified nearly two-thirds of the overall road network as being in poor condition. These conditions may make it dangerous to drive at moderate-to-high speeds and dahalo (bandit) attacks pose a threat at low speeds. Many roads are impassable during Madagascar's wet season; some bridges (often narrow, one-lane structures) are vulnerable to being swept away. Few rural Malagasy live near a road in good condition; poor road connectivity may pose challenges in health care, agriculture, and education.
Drivers in Madagascar travel on the right side of the road. On some roads, to deter attacks from dahalo, the government of Madagascar requires that drivers travel in convoys of at least ten vehicles. Car collision fatalities are not fully reported, but the rate is estimated to be among the highest in the world. Random police checkpoints, at which travelers are required to produce identity documents, are spread throughout the country. Crops are transported by ox cart locally and by truck inter-regionally. Human-powered vehicles, once the only means of road transport, are still found in the form of pousse-pousses (rickshaws). Taxi brousses constitute a rudimentary road-based public transportation system in Madagascar. Rides on taxi brousses cost as little as 200 Malagasy ariary (roughly US$0.10) as of 2005, and vehicles involved are often overpacked, sometimes with the assistant driver riding on the outside of the vehicle. Stops on their routes are generally not fixed, allowing passengers to exit at arbitrary points.
en.wikipedia.org/wiki/Driving_in_Madagascar
www.roadtripafrica.com/madagascar/practical-info/driving-...
internationaldriversassociation.com/madagascar-driving-gu...
La red de carreteras de Madagascar, que comprende alrededor de 4.500 carreteras únicas que abarcan 31.640 kilómetros (19.660 millas), está diseñada principalmente para facilitar el transporte hacia y desde Antananarivo, la capital malgache. El transporte por estas carreteras, la mayorÃa de las cuales no están pavimentadas y tienen dos carriles de ancho, suele ser peligroso. Son pocos los malgaches que poseen vehÃculos privados; Los viajes de larga distancia a menudo se realizan en taxis ("taxis rurales") que pueden ser compartidos por 20 o más personas.
Si bien la mayorÃa de las carreteras principales están en buenas condiciones, el Programa Mundial de Alimentos ha clasificado casi dos tercios de la red vial general como en malas condiciones. Estas condiciones pueden hacer que sea peligroso conducir a velocidades de moderadas a altas y los ataques de dahalo (bandidos) representan una amenaza a bajas velocidades. Muchas carreteras son intransitables durante la estación húmeda de Madagascar; algunos puentes (a menudo estructuras estrechas de un solo carril) son vulnerables a ser arrastrados. Son pocos los malgaches rurales que viven cerca de una carretera en buenas condiciones; La mala conectividad vial puede plantear desafÃos en la atención de salud, la agricultura y la educación.
Los conductores en Madagascar circulan por el lado derecho de la carretera. En algunas carreteras, para disuadir los ataques desde Dahalo, el gobierno de Madagascar exige que los conductores viajen en convoyes de al menos diez vehÃculos. Las muertes por colisiones automovilÃsticas no se informan en su totalidad, pero se estima que la tasa se encuentra entre las más altas del mundo. Por todo el paÃs hay puestos de control policial aleatorios, en los que los viajeros deben presentar documentos de identidad. Los cultivos se transportan en carretas de bueyes a nivel local y en camiones a nivel interregional. Los vehÃculos de propulsión humana, que alguna vez fueron el único medio de transporte por carretera, todavÃa se encuentran en forma de pousse-pousses (rickshaws). Los taxis constituyen un rudimentario sistema de transporte público por carretera en Madagascar. Los viajes en taxi cuestan tan solo 200 ariary malgaches (aproximadamente 0,10 dólares estadounidenses) en 2005, y los vehÃculos involucrados suelen estar demasiado llenos, a veces con el asistente del conductor viajando en el exterior del vehÃculo. Las paradas en sus rutas generalmente no son fijas, lo que permite a los pasajeros salir en puntos arbitrarios.
traslashuellasdemir.com/destinos-irresistibles/madagascar...
internationaldriversassociation.com/es/madagascar-driving...
All the local National Trust properties here in Hampshire have now announced and started their programme of Christmas displays. We visited Hinton Ampner which is largely the creation of one man, Ralph Dutton, and his vision of a fine country house with comfortable Georgian living.
He once kept a copy of Aesop's Fables classic tales in his library and this year's Christmas theme is inspired by these stories.
We had a look around the rooms in the house; I took a few photos.
As we left we were recommended to visit the old-fashioned sweet shop, which we did. Two cheerful volunteers were on duty and I found myself asking the lady who served Ray (buying chocolate brazils) if she would participate in my portrait project. Meet Juliet, who willingly agreed.
She has worked as a volunteer at Hinton Ampner for 13 years as a room guide and her professional training as a florist is evident in the Christmas decorations. This year she is responsible for the study depicting the fable of the goose who laid the golden eggs. A total of eight ladies have worked on the rooms.
During the course of conversation I discovered that the gentleman volunteer working with Juliet in the sweet shop is her husband, Nick, who is also a garden volunteer. I requested a joint photo and made a note to send Juliet and Nick some shots.
Thanks to both of them for indulging me and I wish them a Happy Christmas. I hope the rest of the Christmas opening goes really well.
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A programme on tv earlier this evening was broadcast from Holy Island in Northumberland. Watching it reminded me I had some images from Holy Island which were taken last year and not yet processed. A search through the hard drive found the pics. and here is one of them.
Hope you like it.
Thanks for all the inspiring comments on my last few posted images, I'm pleased you like them.
Tony
Organised jointly by Arthur Howes and Brian Epstein.
Among supporting acts were Gerry and the Pacemakers, Gene Pitney, Marianne Faithfull The Kinks and Cilla Black
Launch of the IAEA Marie Sklodowska-Curie Fellowship Programme held at the Agency headquarters in Vienna, Austria. 9 March 2020
Photo Credit: Dean Calma / IAEA
Moderator:
Sophie Boutaud de la Combe, Moderator and IAEA Director, Office of Public Information and Communication, Director General’s Office for Coordination
PANELISTS:
Ms Karen Hallberg, Principle Researcher, Bariloche Atomic Centre, National Atomic Energy Commission and Professor, Physics, Balseiro, Institute, Argentina
HE Mr Xavier Sticker, Resident Representative of France to the IAEA
HE Ms Dominika Anna Krois, Resident Representative of Poland to the IAEA
The Jaguar programme began in the early 1960s, in response to a British requirement (Air Staff Target 362) for an advanced supersonic jet trainer to replace the Folland Gnat T1 and Hawker Hunter T7, and a French requirement (ECAT or École de Combat et d'Appui Tactique, "Tactical Combat Support Trainer") for a cheap, subsonic dual role trainer and light attack aircraft to replace the Fouga Magister, Lockheed T-33 and Dassault Mystère IV. In both countries several companies tendered designs: BAC, Hunting, Hawker Siddeley and Folland in Britain; Breguet, Potez, Sud-Aviation, Nord, and Dassault from France. A Memorandum of Understanding was signed in May 1965 for the two countries to develop two aircraft, a trainer based on the ECAT, and the larger AFVG (Anglo-French Variable Geometry)
Cross-channel negotiations led to the formation of SEPECAT (Société Européenne de Production de l'Avion d'École de Combat et d'Appui Tactique – the "European company for the production of a combat trainer and tactical support aircraft") in 1966 as a joint venture between Breguet and the British Aircraft Corporation to produce the airframe. Though based in part on the Breguet Br.121, using the same basic configuration and an innovative French-designed landing gear, the Jaguar was built incorporating major elements of design from BAC – notably the wing and high lift devices.
Production of components would be split between Breguet and BAC, and the aircraft themselves would be assembled on two production lines; one in the UK and one in France, To avoid any duplication of work, each aircraft component had only one source. The British light strike/tactical support versions were the most demanding design, requiring supersonic performance, superior avionics, a cutting edge nav/attack system of more accuracy and complexity than the French version, moving map display, laser range-finder and marked-target seeker (LRMTS). As a result, the initial Br.121 design needed a thinner wing, redesigned fuselage, a higher rear cockpit, and after-burning engines. While putting on smiling faces for the public, maintaining the illusion of a shared design, the British design defacto departed from the French sub-sonic Breguet 121 to such a degree that it was for all intents and purposes a new design.
A separate partnership was formed between Rolls-Royce and Turbomeca to develop the Adour afterburning turbofan engine. The Br.121 was proposed with Turbomeca's Tourmalet engine for ECAT but Breguet preferred the RR RB.172 and their joint venture would use elements of both. The new engine, which would be used for the AFVG as well, would be built in Derby and Tarnos.
Previous collaborative efforts between Britain and France had been complicated – the AFVG programme ended in cancellation, and controversy surrounded the development of the supersonic airliner Concorde. Whilst the technical collaboration between BAC and Breguet went well, when Dassault took over Breguet in 1971 it encouraged acceptance of its own designs, such as the Super Étendard naval attack aircraft and the Mirage F1, for which it would receive more profit, over the Anglo-French Jaguar.
The initial plan was for Britain to buy 150 Jaguar "B" trainers, with its strike requirements being met by the advanced BAC-Dassault AFVG aircraft, with France to buy 75 "E" trainers (école) and 75 "A" single-seat strike attack aircraft (appui). Dassault favoured its own Mirage G aircraft above the collaborative AFVG, and in June 1967, France cancelled the AFVG on cost grounds. This left a gap in the RAF's planned strike capabilities for the 1970s at the same time as France's cancellation of the AFVG, Germany was expressing a serious interest in the Jaguar, and thus the design became more oriented towards the low-level strike role.
The RAF had initially planned on a buy of 150 trainers; however, with both TSR2 and P.1154 gone, the RAF were looking increasingly hard at their future light strike needs and realizing that they now needed more than just advanced trainers with some secondary counter insurgency capability. The RAF's strike line-up was at this point intended to consist of American F-111s plus the AFVG for lighter strike purposes. There was concern that both F-111 and AFVG were high risk projects and with the French already planning on a strike role for the Jaguar, there was an opportunity to introduce a serious backup plan for the RAF's future strike needs - the Jaguar.
While the RAF had initially planned to buy 150 trainers, the TSR2 and p.1154 were gone, and believing that both the US F-111 and AFVG were high-risk programs, and with the French already planning a strike role for their Jaguar, the MOD suddenly realized they were in bad need of a new light strike aircraft capable of delivering tactical nuclear weapons. As a result, by October 1970, the RAF's requirements had changed to 165 single-seat strike aircraft and 35 trainers.
The Jaguar was to replace the McDonnell Douglas Phantom FGR2 in the close air support, tactical reconnaissance and tactical strike roles, freeing the Phantom to be used for air defence. Both the French and British trainer requirements had developed significantly, and were eventually fulfilled instead by the Alpha Jet and Hawker Siddeley Hawk respectively. The French, meanwhile, had chosen the Jaguar to replace the Aeronavale's Dassault Étendard IV, and increased their order to include an initial 40 of a carrier-capable maritime version of the Jaguar, the Jaguar M, for the Aeronavale. From these apparently disparate aims would come a single and entirely different aircraft: relatively high-tech, supersonic, and optimised for ground-attack in a high-threat environment.
The Trade Facilitation Programme (TFP) currently includes over 100 Issuing Banks in the EBRD region and more than 800 Confirming Banks worldwide. The event gave EBRD partner banks the opportunity to review and discuss industry challenges, pricing, limits and trade opportunities with key industry specialists, regulators and representatives from the World Trade Organization, the International Chamber of Commerce HQ and local National ICC Committees.
It also featured the highly popular award ceremony for ‘The Most Active EBRD TFP Banks’ and ‘The Best Transaction of 2016’.
13 February, First day of Spring in Bengali Year...
Location: Fine Arts Institute, Dhaka, Bangladesh.
I took Morag's mum to the bus station this morning and on the way back home stopped off to take some pics. Just some random shots.
The Trade Facilitation Programme (TFP) currently includes over 100 Issuing Banks in the EBRD region and more than 800 Confirming Banks worldwide. The event gave EBRD partner banks the opportunity to review and discuss industry challenges, pricing, limits and trade opportunities with key industry specialists, regulators and representatives from the World Trade Organization, the International Chamber of Commerce HQ and local National ICC Committees.
It also featured the highly popular award ceremony for ‘The Most Active EBRD TFP Banks’ and ‘The Best Transaction of 2016’.
Having booked the judges & speakers and thought of what we will do for the other twice weekly meetings I'm filling it all in. If I were left-handed I would get it done more quickly :)
The programmes for Saturday 11th August 2001 commenced with a welcome from First Manchester and the Bolton Bus Group, and a reminder that Crook Street Depot (out of bounds) and Moor Lane and the surrounding streets were fully operational, Take Care and Be Aware at all times, paid credit to all who had moved mountains and molehills to make the day possible including GMPTE for allowing the event to take place and relaxing the vehicle age/type rules for certain tendered services, details of the day and a timetable of events, a brief history of the Atlantean, some cartoons, a personal reflection, and that some bespoke videos had been produced along with a raffle for a headboard.
Proceeds from the event were going to then named The Imperial Cancer Research Fund.
Swifts car park was closed for the day to allow a static display of visiting Atlanteans, thanks to all who attended.
I ran some 250 copies off, absolutely no idea how many we would need, on the depot printer. Some 2500 B/W and 250 front covers. I was just finishing packing up the sheets in the boxes they came in ready for a mass stapling session at home when I heard someone in the office say, "The printers out of ink, (They were huge!!) I only renewed the cartridges yesterday."
TIME TO DISAPPEAR!!
A ½-hourly shuttle between Moor Lane and the display at Crook Street was operated by Bolton 232.
But of course the star of the day was the last native fleet of GM Standard Atlanteans and they were near the end ......but we mustered 37 I think.
I arranged for all the Atlanteans to be rostered on local services where possible so each one visited Moor Lane Bus Station at least once an hour, sometimes twice.
The success of the day was summed up by a visitors comment in the press - There just seemed to be Atlanteans everywhere and its probably the last time we will ever witness such an event ....
I invited Dave Spencer for the day but he was unable to attend, otherwise engaged, and later told me he bitterly regretted not attending as he had heard that he'd missed a good day....
10 Years On was held on Sunday 21st August 2011 and a few similar programmes were produced. Being a Sunday the normal services were concentrated on the centre island platform on Moor Lane so thanks to TfGM, we were allowed to use the out of use bays for displaying the static visiting vehicles, (Crook Street having closed by this time), some privately owned and those from the Bolton Bus Preservation Group and those from The Selnec Preservation Society. Again thanks to all.
But this time there were no in service GM Standards and no CRUK participation.
A free hourly service Blackhorse Street to Bobs Smithy Pub on the peak of Chorley Old Road was run, so a much lower key day.
It all seems so long ago now, 21 years in the case of the native fleet......
Environment water transport system. The water cycle consists of precipitation, vapour transport, evaporation, evapo-transpiration, infiltration, groundwater flow and runoff. Figure 1 explains the global water cycle, illustrating how nearly 577,000 km3 of water circulates through the cycle each year. A table of estimated residence times shows the approximate times that water resources exist as biospheric water, atmospheric water and so on. The world’s surface water is affected by varying levels of precipitation, evaporation and runoff, in different regions. Figure 2 illustrates the different rates at which these processes affect the major regions of the world, and the resulting uneven distribution of freshwater. Water is transported in various forms within the hydrologic cycle. Shiklomanov in Gleick (1993) estimates that each year about 502,800 km3 of water evaporates over the oceans and seas, 90% of which (458,000 km3) returns directly to the oceans through precipitation, while the remainder (44,800 km3) falls over land. With evapo-transpiration and evaporation totalling about 74,200 km3, the total volume in the terrestrial hydrologic cycle is about 119,000 km3. Around 35% of this, or 44,800 km3, is returned to the oceans as run-off from rivers, groundwater and glaciers. A considerable portion of river flow and groundwater percolation never reaches the ocean, having evaporated in internal runoff areas or inland basins which lack outlets to the ocean. However, some groundwater that bypasses the river systems reaches the oceans. Annually the hydrologic cycle circulates nearly 577,000 km3 of water (Gleick, 1993).
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This photo has been graciously provided to be used in the GRID-Arendal resources library by: Philippe Rekacewicz, February 2006